Railway-car retarder



May 3, 1927.

.J. P. COLEMAN RAILWAY CAR RETARDER Filed March 18. 1925 2 5 6 INVENTORI ATTORNEY Patented May 3, l 927.' v I v 7 UNITED. 'SJ'IAT'ES PATENT "OFFICE.

.rorm 1', com, or anonwoon nonotrcn, PENNSYLVANIA, ASSIGNOR 'ro 'rrm UNIoN swrrctr a SIGNAL coxrmror BWISSVALE, PnNNsYLvANu a conrom- 'ON or rnNNsYLvANrA.

' mu -w; Barman.

Application iiled lla rch 18, 1925. Serial No. 16,329.

My invention relates to railway car reward its associated trak rail, and that when I tarders, that is, to retarders for use in the pistons are moved inwardly to the postfreight classification yards for controlling tions in which they are shown in the drawthe speed of cars. d 5 One object of my invention is the provi Its associated track rail.

sion of improved automatic apparatus for r Fluid pressure, usually air, is supplied to controlling a car retarder in accordance the motor B from a pipe line 35, which Is with the weight of cars or thespeed of cars connected with a source of pressure not, or both. shown in the drawing 7 'Air is supplied to 10 I will describe one form of apparatus emthe inner end of each cylinder 7 and 7 bodying my invention, and will then. point through a pipe 26, and the supply of air out the novel features thereof in claims to this pipeis controlled by a valve device In the accompanying drawing, Flg. 1 is a V. Air supplied to the outer end of each ing, each braking bar is moved away from 1 plan view, partly diagrammatic showing one cylinder through pipe 27, and the supply 5 form of apparatus embodying my invention. of air to this pipe is controlled by a valve Fig. 2 is a vertical sectional view showing device V. The valve device V is so conthe trackway illustrated in Fig. 1 and also structed that the pressure admitted to the showing one means for controlling the car motor cylinders varies according to the retarder in accordance with variations In strength of the current supplied to the conthe weights of cars! trolling magnet of this valve; the particular Similar reference charactersrefer to similar parts in each ofthe views. described in detail hereinafter. The valve Referring to the drawing, the reference device is a simple magnet valve which character .1 designates a roadbed provided connects pipe 27 with the supply pipe 2 with track rails 2 and 2, along which cars when the magnet of this valve is energized, .move in the direction indicated by the but disconnects pipe 27 from pipe 35 and arrow. The roadbed 1 is provided with a connects pipe 27 with theatmosphere when pit 3 t i i a platform 4 which is so the valve magnet is de-energized.

mounted as hereinafter explained thatjits Referring now'to. Fig. 2, the platform 4 vertical position varies in accordance with 1s supported on two levers 32 and 32, which the weight which is on the platform. This are pivotally mounted on'beams 31 and 31", platform carries track rails 2 and 2, which respectively. The inner ends ofthese beams are in alignment with the rails 2'and 2" onare supported by a spring 33 which is seated provided with a car retarder D.

This car retarder D, in the formherein byya comparativel heavy car, the spring 33 illustrated, comprisesa pair of braking bars will be compresse to a considerable extent, 5 and 6 located on opposite sides of the so that the vertical downward movement of track rail 2, and a similar pair of braking the platform will be comparatively great, bars 5 and 6 located on opposite sides of whereas when the platform is occupied by the other track rail 2. The braking bars a relatively light car-compression of tne for each rail vare soassociated with the rail spring 33 will be relatively less and the verthat when they are moved toward. the rail -t1cal downward movement of the platform they will engage the wheels of a passing 4 will likewise be relatively small. Pivot-- car and so will frictionally reduce the speed ally attached to the lever 32 is a rod 11. of such car: These braking bars are con- This rod controls a variable impedance AV trolled by a fluid pressure motor 13 comassociated with the circuit for valve device prising two cylinders 7 and7, containing V, and for this purpose the rod is con, pistons 36 and 36, respectively. These pisnected with an arm 10 pivotally mounted tons are connected by means of links 37 with at a point 10. The impedance A is prothe braking bars 5, .6, 5 and 6" in such vided with a plurality of taps 9, which comanner that when the pistons are moved act with the arm 10 in such manner that the form ofivalve device herein illustrated is/ the roadbed 1, and the platform rails are on the floor of the pit.- The construction is such that when the platform 4 is occupied outwardly each braking bar is moved toheavier the car that occupies the platform 4 i 9 closed only when the platform 4 is unoccu-.

theless will be the amount of impedance A 13 pivotally mounted at the point 13*, so

that as the centrifuge opens, due to increase in the speed of the motor M, the arm 13 is swung in counter-clockwise direction around its pivotal point. The arm 13 co-operates withtaps 9 of a secoiid impedance. A in the circuit for valve device V in such manner that the greater the speed of the centrifuge C, the greater will be the amount of the impedance A which is included in the circuit for the valve device V Extendin to the right from the platform 4 is a tracli circuit T comprising a track battery 34 and a track 'relayR, the right hand limit of this track circuit being determin'ed by insulated joints -8 in the track rails. 2 and 2?. Theleft hand limit of this track circuit is, of course, determined by the,

pit 3. The track battery 34 is directly connected across the rails in the usual manner, but the track relay R is connected across the rails through a contact 12 operated by the rod 11 in such manner that this contact is ied.

p The motor M is controlled by a back contact 1516 of relay R, sothat this motor operates: whenever the track circuit T is occupied by a car. The complete circuit for the motor M is frombattery 14, through back contact 15'16, wires 18 and 19, motor M and wire 20 to battery 14.

i The brake application circuit for fluid pressure motor device B is from battery 14, through hack contact 15-16 of track relay R, wires 18 and 21, variable impedance A arm 13, wire 22, arm 10,'variable impedance A wire 23, controlling magnet 39 of valve V and wire 24 to battery 14.

The brake releasing circuit for the fluid pressure motor B is from battery 14, through front contact.15-17 of track relay R, wire 25, controllingmagnet 50 of valve .device V and wire 24 to battery 14.

The valve device V5, in the form' here shown, comprises a Z-armature 38, which is controlled by the magnet 39, and which armature in turn controls a diaphragm 40.

. This diaphragm actuates two valves 41 and 42,- which in turn control the fluid pressure in a chamber 43 to which the underside of the diaphragm 40 is exposed. These valves -the ear approaching the retarder.

from the pipe 35 to the chamber 43, andcloses valve 42 to reduce the rate of exhaust from this chamber to the atmosphere.- As the diaphragm moves upwardly, the operation is reversed, that is, valve 41 is closed to reduce the rate of supply of fluid pressure to'the chamber 43, while the valve 42 is o ened to increase the rate of exhaust from thls cham her to atmosphere. The chamber 43 is connected by a pipe46 with cylinder 47 containin a piston 48 which piston in turn c ontro s a valve 49 interposed between the supply pipe 35 and the pipe 26. As the pressure in the chamber 43 increases, pistdn 48 is moved downwardly to increase the opening of valve 49, and so to increase the pressure supplied to the inner ends of the c'yliuders 7 and 7; as the pressure in chamber 43 decreases, the piston 48 moves upwardly to reduce the opening of valve 49 and so to limit the pressure supplied to the inner ends of the cylinders 7 and 7. The pressure in chamber 43 will. vary in accordance with the strength of the current supplied to the magnet 39, and so the pressure supplied to the Inner ends of the cylinders 7 and 7 will likewise .vary in accordance with the strength of the current surpflied to the magnet 39.

The operation of the apparatus shown in 1, is as follows: As a car moving in will move upwardly, thereby progressively increasing the amount of the variable impedance A which is included in the circuit for the valve niagnet '39. Theposition occupied by the arm 13 when the car enters the retarder D will therefore depend on the amount of time required for the car to pass from'the'insulated joints 8 to the retarder D, and will therefore depend on the speeg} of he parts are so desi ed that the amount of the impedanceA w ich is included in the valve ma net circuit when the car enters the retar er D will vary inversely as the square of the speed of the car. When the car enters the retarder D the weight of the car will cause the arm 10 to nove downwardly,

whereby the amount of the'variable impedance A which is included in the valve magnet circuit will be inversely proportional to the weight of the car. The amount of the current which is then supplied to valve magnet 39 will be determined by the two impedances A andA and the amount of this current will be such that the braking effect of the retarder is sufficient to reduce the speed of the car to the desired value as the car leaves the 'retarder. While the car is on the platform 4, contact 12 will be opened.

'- platform 4, the pawl 29 is shifted into enp pressure mechanism for operating said re.-

thereby keeping the track relay R de-enen gized. As the car leaves the platform 4, contact 12 will close, so that track relay R will then become energized. This will result in opening the application circuit and closing the releasing circuit for the fluid pressure motor B, so that the car retarder D will be restored to its normal condition.

It will be noted that while a car is on the retarder, motor M will continue to operate and that the centrifuge C would, consequent- 1y; cut into circuit all of the impedance provided. To prevent the latter (excepting for slowly moving cars) and to obtain a desired relation between car speed and reactance value, I preferably provide means for locking the arm 13 when a'car enters upon the retarder, and during its presence there. As here shown, this locking means comprises a rack 28 fixed to the arm 13 and co-acting with a pawl 29 pivotally supported at point 29. This pawl 29 is operated by a link 30 attached to the arm 10, the operation being such that when the arm 10 moves downwardly in response to the weight of a car on the it gagement with the rack 28, thereby mechanically locking the arm 13 in the position which it occupies and so maintaining the reactance at the value that was determined by the speed of thecar. The pawl 29 is preferably flexible, so that it will not be damaged by the excess movement transmitted to arm 10 by cars of greater weight than the minimum essential to such locking of the be re ctances.

Altough I have herein shown and'described only one form of apparatus embodying my invention, it is understood that va rious changes and modifications maybe made therein within the scope of the appended claims withoub departing from the spirit andrscope of my invention.

Having thus described my invention, what I claim is: p v

1. In combination, a car retarder, and

- means controlled jointly by the weight ofa car and by the speed of a car approaching the retarder for varying the braking effortexerted by the retarder.

2. In combination, a car retarder comprising braking bars mounted in the trackway for engagement with the wheels of a car,.and means controlled by the weight ofa car for varying the braking effort exerted by said retarder. p r

3. In combination, a car retarder, a circuit for the control of said retarder'includthe magnet, a circuit for said m ing a variable impedance, and means governed by the weight of a car for varying said said retarder for varying the other impedances. V y

6. In combination, a car retarder, fluid pressure mechanism for operating said retarder, a magnet valve forvarying the pressure admitted to said mechanism according to the strength of the-current supplied to etincl'uding' a variable impedance, an means governed bythe weight of a car for varying said impedance.

7. In combination, a car retarder, fluid tarder, a magnet valve for varying the press eluding a variable impedance, an means governed bythe speed of a car approaching saidretarder for varying said impedance.

8. In combination, a car retarder, fluid pressure mechanism for operating said re tarder, a magnet valve for varying the pressure admitted to said mechanism according to the strength of the current supplied to the magnet, a circuit for said magnet inerned by the weight of a car for varying one of said impedances, and means governed by the speed of a car approachin said retarder for varying the other inlpe ance.

9. In combination, a car retarder, fluid pressure-mechanism fbr operatingsaid retarder, a magnet valve for varying the pressure admitted to said mechanism according to the stren h of the current supplied to the magnet, an means for varying the strength of the current su plied tosaid magnet in accordance with tie weight of a car.

10. In combination, a car retarder, fluid pressure mechanism for operating said retarder, a magnet valve for varying the pres-- sure admitted to said mechanism according to the strength of the current sup lied to the magnet, and meansfqrvar'yin'g t ie strength of the current supplied to said magnet in accordancmwiih the speed of a car approaching said retarder. I

11. In combination, a car retarder, fluid pressure mechanism for operating said retarder, a magnet valve for varying the preseluding two variable impedances, means govs a car retarder, fluid sure admitted to said mechanism according to the strength of the currentsupplied to the ,magnet, andmeans for varying the strength of the current supplied to said magnet in accordance with the weight of a car and lts speed.

12. In combination, a platform mounted on a resilient medium whereby the vertical position of the platform varies according to the weight on the platform, a railroad track located on said platform and provided with on a resilient medium whereby the vertical position of the platform varies according to the weighton the platform, a railroad track located on said platform and provided with a car retarder, and means for varying the braking effort exerted bysaid retarder in accordance with variations in the vertical position of said platform.

lff. In combination, a platform mounted on a resilient medium whereby the vertical position of the platform varies arncording to the weight on the platform, a ra' road track located on said platform and provided with a car retarder, a variable impedance controlled by the vertical position of said platform, and a circuit including said impedance for co'ntrollingsaid car retarder.

15'. In combination, aplatform mounted oil aresilient medium whereby the vertical position of the-platform varies according to the weight on the platform, a railroadtrack located on said platform and provided with pressure mechanism for operating said retar er, and-means responsive to variations in the vertical position of said platform for governing said mechanism.

16. Incombination, a platform mounted on a resilient medium whereby the vertical position of the platform varies according to the weight on the platform, a railroad track located on said platform and provided with a car retarder, fluid pressure mechanism for operating said retarder, a magnet valve for varying the pressure admitted to said mechanism accort ing to the strength of the current supplied to the magnet, and means responsive to variations in the vertical position of said platform for varying the strength of the current supplied tosaid magnet. i

17. In combination, a platform mounted on a resilient medium whereby the vertical position of theplatform varies according to the weight on the platform, a railroad track located on said platform and provided with acar retarder, fluid pressure mechanism for operating said retarder a magnet valve for varying the pressure admitted to said mecha-' nism according to the strength of the current supplied to the magnet, and a circuit for said magnet including a variable impedance controlled by the vertical position of said platform.

18. In combination, a car retarder, a circuit for the control of said retarder including a variableimpedance, a centrifuge for controlling said impedance, amotor for operating said centrifuge, and means for setting said motor into operation when a car approaching said retardcr passes a fixed point.

20, In combination, a car retarder, a contrifuge, means for rotating said centrifuge at a variable speed determined by the speed of a car approaching said retarder, and means for controlling said retarder in accordance with the speed of rotation of said centrifuge.

21. In combination, a car retarder, a centrifuge, means for rotating said centrifuge at a variable speed determined by the speed of a car approaching said retarder, a variable impedance controlled in accordance with the speed 5f rotation of said centrifuge, and a circuit including said impedance for controlling said retarder.

22. In combination, a car retarder, a centrifuge, 'means for rotatin said centrifuge at a variable speed determined by the speed of a carv approaching said retarder, fluid pressure mechanism for operating said retarder, and means responsive to the speed of said centrifuge for governing'said mechanism.

'"23. In combination, a car retarder, a centrifuge, means for rotating said centrifuge at a variable speed determined by the speed of a car approaching said retarder, fluid pressure mechanism for operating said retarder, amagnet valve for varying the pressure admitted to said mechanism according to the strength of the current supplied to the magnet, and means responsive to the speed of said centrifuge for varying the strength of the current supplied to said magnet.

24. In combination, a car retarder, a centrifuge; means for rotating said centrifuge ata variable speed determined by the speed ofa car approaching said retarder, fluid pressure mechanism for operating said retarder, a magnet valve for varyingdhe pressure admitted to said mechanism according to the'strength of the current su plied to thqmagnet, and. a circuit for sai magnet including a variable impedancecontrolled by the speed of said centrifuge.- t

25. In combination, a car retarder, a circuit for the control of said retarder including a variable impedance, a centrifuge for controlling said impedance, a motor for operating said centrifuge, and means for preventing variation of -said impedance while a car is passingthrough said retarder. 26. In com ination, a car retarder, a motor, means for setting said motor into operation when a car approaching said retarder passes a given point, a centrifuge operated by said motor, an arm controlled by said centrifuge, a variable impedance controlled by movement of said arm, a circuit for said retarder controlled by said impedance, and means for locking said arm while a car is passing through said retarder.

27. In combination, a platform mounted lo'to move vertically in response to the weight of a car, a railroad track located on said platform and provided with a car retarder, a motor, means for setting said motor into operation when a car approaching said retarder passes a given point, a centrifuge operated by said motor, an arm controlled by said centrifuge, a variable impedance controlled by movement of said arm, a circuit for said retarder controlled by said impedance, and means for locking said arm while said platform'is occupied by a car.

28. In combination, acar retarder, a track circuit for controlling said retarder, and a vcontact included in said track circuit and controlled by the weight of a car.

29. In CUlHbll'latiOll, a car retarder, a track circuit for controlling said retarder, and

means for keeping said track circuit open uvhile a car is passing through said retarder. I

30. In combination, a platform mounted to move vertically in response tothe weight of a car, a contact closed when said platform is unoccupied but open when. the platform 49 is occupied by a car, a railroad track located on said platform and provided with a car re- 7 l tarder, and a track circuit located in'advance of said platform for controlling said retarder and including said contact.

I 31. In combination, a car retarder, a

track circuit located in advance of said retarder and including a track relay, a releasing circuit for said retarder controlled by a front contactof said relay, and an application circuit for said retarder controlled by a back contact of said relay.

32. In combination, a car retarder, fluid pressure mechanismifor operating said retarder, a magnet valve for varying the pressure admitted to said mechanism according to the strength of the current supplied to the magnet, a track circuit located in advance of said retarder and including a track relay, a motor set into operation when said track relay becomes de-energized, a centrifu e operated b said motor, a variable impet lanoe control ed by said centrifuge, a sec- 0nd variable impedance responsive to the weight of a car while passing through said retarder, and a circuit for said magnet m.-

cluding said two impedances in series and a a back contact of said track relay.

33. In combination, a car retarder, a track circuit located in advance of said retarder and including a track relay, a motor set into operation when said track relay becomes deenergized, a centrifuge operated by said motor, a variable impedance controlled by said centrifuge, a second variable impedance responsive to the weight of a car while 76 passing through said retarder, an. application circuit for said reta-rder including said two 'impedances in series and a back contact of said track relay, and a releasing circuit for said retarder controlled by a front con- 80 tact of said track relay.

. 34. In combination, a platform mounted on a resilient medium whereby the vertical position of the platform varies according to the weight on the platform, a railroad track located on said platform and provided with a car retarder, a variable impedance controlled by the vertical position of said platform, a track circuit located in advance of said platform and including a track relay, 9.

motor set into operation when said track relay becomes de-energized, a centrifuge operated by said motor, a variable impedance controlled by said centrifuge, an application I circuit for said retarder including. said two impedances in series and a back contact of said track relay, and a releasing circuit for said re'tarder controlled by a front contact of said track relay.

35. In combination, a platform mounted" 1 on 'a resilient medium whereby the vertical position of the platform varies according to the weight on the platform, ar'ailroad track located on said platform and provided with a car retarder, a variable impedance controlled by the vertical position of said platform, a track circuit located in advance of said platform and including a track relay, amotor set into operation when said track relay becomes de energized, a centrifuge operated by said motor, a variable impedance controlled by said centrifuge, fluid pressure mechanism for operating said retarder, a magnet valve for varying the pressure admitted to said mechanism according to the strength of the current a plied to the magnet, ahd a circuit for sai magnet including said two impedance's in series, and a back contact of said track ielay.

- 36. In combination, a car retarder, a track circuit located in advance of said retarder and including a track relay, a motor set into operation when said track relay becomes deenergized, a centrifuge operated by said motor, a variable impedance, controlled by said centrifuge, and a circuit for said car retarder controlled by said impedance.

37. In combination, a car'retarder, a m0-J tor,'means for setting said motor into operation when a car approaching said retarder passes a given point, a centrifuge operated by said motor, a variable impedance Gontrolled by said centrifuge in such manner that as the centrifuge opens in response to motor speed the impedance is progressively increased fluid pressure mechanism for operating said retarder, a magnet valve for varying the pressure admitted to said mechanism according to the strength of the current supplied to the magnet, and a circuit for said magnet controlled by said impedance.

38. In combination, a car retarder, a mo-.

varying the pressure'admitted to said mechanism according to the strength of the "current supplied to the magnet, and a circuit for said magnet including said two variable impedances in series, y

39. In combination, a car retarder, a variable impedance, means for varying said impedanceiin accordance with the weight of a car passing through the retarder in such said valves and other means not controlled" manner that the greater the weight the less the value of the impedance, fluid pressure mechanism for operating said retarder, a magnet valve for varying the pressure admitted to saidmechanism according to the strength of the currentsupplied to the magnet, and acircuit for said magnet controlled by said variable impedance.

40. In combination, a car retarder, a fluid pressure" motorfor operating said retarder, a second fluid pressure motor for releasing said retarder, two valves one for controlling the application of fluid pressure to each of said motors, means controlled by the speed and weight of a car for governing one of by the speed or weight of "a car for governing the other of said yalves.

41. In combination, a car'retarder, a fluid pressure motor for operating said rctarder and a second fluid pressure motor for releasing said retarder, a magnet valve for varying the pressure admitted to said first motor according to the strength of the current supplied to the magnet, a second magnet valve 'for controlling the admission of pressure to the second motor, means for varying the strength of the current supplied to the magnet of said first valve in accordance with the speed and weight of a car, andmeans not responsive to the speed and weight of the car and supplying current to the magnet of said second valve.

In testimony whereof I afiix my si nature.

JOHN P. ooLEiiLiN. 

